Consultant’s test report June 2001 - Gov.uk conditions were as detailed on RYA Form ENV_IR and the River Itchen. RYA Technical Department, Hamble. Technical @rya.org.uk 2 2. Tests

ANNEX A

Consultant’s test report June 2001

Engineering consultants

Capt. MüllerDipl. Ing.

Berlin Office

Uhlandstr. 51

D-13156 Berlin

Tel

+49(0)30 47 75 56 49

Fax

+49(0)30 47 75 56 50

Mobile

+49(0)171 332 69 78

web-site

www.ibrm.de

e-mail

[email protected]

UID-DE 8132 39 121

Bank details

Deutsche Bank 24

Account 59 07 118

BLZ 130 700 24

swift-code:

DEUTDEBR

ProtocolOn the testing and assessment of items 3.2 (stability and freeboard) and3.3 (buoyancy and floatability) of annex I to Directive 94/25/EC as a com-ponent part of test module Aa for boats that are less than 12m in length

1. Order and test number, date of inspectionRegistration number 10511-00, inspection and testing of the prototype on16.06.01 on Lake Niederneuendorf in Berlin2. Identification of the boat (type, designation, manufacturer, principal

dimensions)Sailing boat ‘BEZ 2’, Manufacturer: Manufacturer’s P.H.U.P. ‘Darek Co.’ ul.Wojska Polskiego 70; PL-16-300 AugustowPrincipal dimensions: Fuselage length LH = 4.17m

Fuselage width BH = 1,87mUnladen mass M = ca.250kg

3. Intended design categoryCategory C (‘Inshore waters’)4. Recommended total useful load (without fuel tank capacity) and rec-

ommended number of personsTotal useful load: 250kg Number of persons: 3

5. Testing and assessmentThe boat was tested in accordance with draft standard prEN ISO 12217-3; option9.Item 7.3: The boat is fitted with floats.

See diagram 1 Bow 100 lSee diagram 2 Stern below the cockpit 40 l.

Below the berths 110 l.Boat light weight 250 kg * 1.5 (average thickness) 166 l.

To comply with the standard further polystyrene floats were laminated in.See diagram and photo 1 Cabin below floor 35 l.

Cabin below seats 130 l.See diagram 2 in the rear storage area 80 l.

Total float volume: 661 l.

The float elements comply with the requirements of annex C.

Item 7.6: Wind force75kg plastic canisters filled with water were fixed to the cockpit floor. The

boat was then heeled on the main halyard.At an angle of 39 ° the lateral freeboard was reached and the force on the rope

was 9.5 kp (kg). At an angle of 75° the force on the rope was zero.

Mast height 4.50 m + 0.5 m (height of cabin deck above the water line) = 5.00m = l

c = 0.935 m ; T = 9.5 kp (kg)

Ingenieurbüro

Capt. MüllerDipl. Ing.

Büro Berlin

Uhlandstr. 51

D-13156 Berlin

Telefon

+49(0)30 47 75 56 49

Telefax

+49(0)30 47 75 56 50

Mobiltelefon

+49(0)171 332 69 78

web-site

www.ibrm.de

e-mail

[email protected]

UID-DE 8132 39 121

Bankverbindung

Deutsche Bank 24

Konto 59 07 118

BLZ 130 700 24

swift-code:

DEUTDEBR

The constant wind speed in accordance with prEN ISO 12217-3 is calculated accordingto the formula

3,1))(cos(39013

TLPCES

HW hhA

BhTvφ+⋅

⋅+⋅=

Where:T = 9.5 kp(kg)h = a + b = l*sin 51° + c*cos 51° = 4.47 m lever armAs = 9 m² area of sail to the wind with main mainsail and GenuaHCE = 2.10 m height of the centre of mass above the waterHLP = 0.0 m height of the centre of gravity above the water

This gives a value of 11.21 m/s for VW. In accordance with ISO WD 12217-3a minimum value of 11 m/s is required.

Description of the boat: see annex• The cockpit is self-pumping and fitted with an outlet pipe leading

below.• The height of the cabin coaming is 0.24 m.• The minimum lateral height of the laden boat measured at the rear

cockpit edge was 0.42 m

Date/Signature

39°

lT

51°a

bc

ANNEX B

IMCI Statement of Conformity (2001)

ANNEX C

Manufacturer’s Declaration of Conformity

ANNEX D

Translated owner’s manual

ANNEX E

RYA test report

RYA Technical Department, Hamble. Technical @rya.org.uk 1

Bez 2 Sailing BoatAssessment against ISO 12217-3Report by the RYA Technical Department – October 2005

1. Background

The RYA Technical Department was requested by the MAIB to test the Bez 2 sailing boat against therequirements of BS EN ISO 12217-3, using each of the three main tests;-

- Capsize Recovery Test,- Knockdown Recovery Test- Wind Stiffness Test.

The tests are outlined in the ISO 12217-3 test option table as detailed below. As the boat was notconsidered to be fully decked (due to the cockpit not meeting the requirements of BS EN ISO 11812 –Watertight cockpits and quick-draining cockpits) the options available to test the boat were restrictedto 7, 8 or 9. Each of these options additionally requires a flotation test as either part of the main test(option 7) as an additional test (option 8 and 9).

Test Option of ISO 12217 7a 8a 9a 10 11

Categories possible C and D C and D C and D C and D C and D

Applicable to hull types All Monohull only Monohull only All All

Decking or covering Any amount Any amount Any amount Fully decked Fully decked

Downflooding height test - - - 7.2 7.2

Flotation standard cat C - Level Levelb - -

Flotation standard cat D - Basic Basicb - -

Flotation test - 7.3 7.3b - -

Flotation elements Annex C Annex C Annex C - -

Capsize recovery test 7.4 - - - -

Knockdown recovery test - 7.5 - 7.5 -

Wind stiffness test - - 7.6 - 7.6

a Boats using options 7, 8 and 9 are considered to be susceptible to swamping when used in their design category, exceptingthose boats using option 9 and covered by the exemptions described in Note (b).

b Flotation testing is not required for boats satisfying the exemptions given in 7.3.1 or 7.3.2.

As the boat design had been first assessed prior to the finalisation of BS EN ISO 12217-3,consideration was also given to the requirements of ISO/DIS 12217-3 against which the design hadbeen first assessed during 2001. Whilst this standard was only at the Draft stage at the time, as therewas no alternative option available, it had been agreed by the Notified Bodies within the RSG(Recreational Craft Sectoral Group) that the Draft version could be used for assessment.

The tests were carried out at Southampton Water Activities Centre (SWAC) on the 4 October 2005,the conditions were as detailed on RYA Form ENV_IR and the River Itchen.

RYA Technical Department, Hamble. Technical @rya.org.uk 2

2. Tests and Results

2.1 Wind Stiffness Test

This was the first of the tests to be conducted. The pontoons in Ocean Village Marina were used forthe test with the boat set up as detailed in Clause 7.6 of BS EN ISO 12217-3. As required, one-crewmember was positioned on the centreline within the reach of the helm. The mass of the crewmemberused was 81.2kg.

The sail area and centres of area were taken from the supplied sail plan drawing. Additionally theactual sails supplied were measured. Both sources gave a sail area of 9m2.

Heel measurements were taken using Stabila 86, digital spirit levels. The calibration checks aredetailed on RYA Forms – SPIRIT IR.

Crew mass was determined using RYA PS 100 – Serial Number 13742, calibration checks aredetailed on the RYA form SCALES_IR.

Heeling moment was determined using the RYA 200kg Loadlink Lite, Serial Number LLL70 –Calibration Certificate attached.

As there was no method of securing the keel in the down position, the boat was tested with the keel inboth the up and down positions. The test results were as in the results table.

The minimum calculated windspeed required by the Standard to meet Category C is 11m/s andCategory D is 6 m/s.

Results Table 1

ConditionFull Sail

CalculatedWindspeed

ReefedCalculatedWindspeed

BS EN ISO12217-3 –

DesignCategory

ISO/DIS 12217-3 – DesignCategory

Keel Down 9.87 m/s 11.99 m/s C1 D

Keel Up 10.00 m/s 12.15 m/s C1 D

1 – BS EN ISO 12217-3 allows the reefed sail area to be used in the calculations if:• the reefed sail area is not less than two-thirds of the actual profile projected area of the standard sail plan.• the Beauford wind force at which reefing becomes necessary is cleary stated in the Owner’s Manual.• Warning symbols are displayed at the main control position

Applying BS EN ISO 12217-3 for assessment the boat met the requirement for Design Category Cusing the Wind Stiffness Test in the reefed condition only. Information to this effect would need to beincluded in the Owner’s Manual and Warning Symbols displayed.

Applying ISO/DIS 12217-3, used to perform the original assessment, does not allow the option ofusing the reefed sail area. Against this standard the boat would only meet the requirements forDesign Category D.

2.2 Knockdown Recovery Test

Following the Wind Stiffness Test, a Knockdown Recovery Test was attempted.The boat was set up as detailed in Clause 7.5 of BS EN ISO 12217-3 to demonstrate compliance by apractical test. Crew, with a total mass of 232kg to represent the three persons shown on the builder’splate (225kg), was used for this test

RYA Technical Department, Hamble. Technical @rya.org.uk 3

The standard requires the boat to be pulled over by a line attached to the mast until the mastheadtouched the water surface where it is required to be held for 60 seconds before being released andthe boat returning upright.

This was attempted however, once the angle of heel reached 70 degrees there was no longer apositive righting moment and it became the natural intention of the boat to invert. Releasing the mastquickly at a heel angle of approximately 80 degrees demonstrated that the boat would invert from thisposition. At this point the masthead was between 1.5 – 2 m above the water surface.

The result from this test demonstrated that the boat would not have met the requirements of BS ENISO 12217-3 or ISO/DIS 12217-3 for the Knockdown Recovery Test.

2.3 Capsize Recovery Test

This test was carried out on the River Itchen at slack water.

For this test all void compartments not meeting the requirements for air tanks in Annex C of BS ENISO 12217-3 shall be opened. However, owing to the design of the boat, this was not possibleallowing some trapped air to be present during the test.

In conducting the test the boat capsized easily and initially floated high in the water.

The boat floated in this position for the required 5 minutes.

After this time one person with a mass of 66.1 kg attempted to right the boat.

This attempt was hampered by the keel falling back into its housing. Only after the keel halyard hadbeen used to pull and secure the keel out of its housing was the attempt possible.

This demonstrated that the one person was unable to right the boat within 5 minutes.

A second person was added giving a combined crew mass of 150.8kg. Again, with this combinationof persons the boat was unable to righted within 5 minutes.

A final attempt was made by a lone third person with a mass of 81.2kg, this single person was able toright the boat within the required 5 minutes.

Having righted the boat it is a requirement that it floats with a residual freeboard sufficient to enable itto be pumped or bailed out with one person aboard.

To demonstrate this, one person attempted to board the boat but this caused the boat to capsize.After righting the boat again, a further attempt was made for one person to board and bail the boat.On this attempt the boat kept upright but only by movement of the crewmember to counteract themovement of the water that was flooding the boat.

This demonstrated that the boat does not meet the requirements of the test as a crewmember wasnot be able keep the boat upright and bail the boat.

The final part of this test is a demonstration that the boat whilst swamped can support the full crew tothe crew limit. As the boat sank by the stern and capsized this was impossible and hence the boatdoes not meet the requirements of this test.

2.4 Flotation Tests

The Standard assessment options 8 (Wind Stiffness Test) and 9 (Knockdown Recovery Test) alsorequire the boat pass a Flotation Test. (An equivalent to a Flotation Test is incorporated as part of theCapsize Recovery Test procedure).

RYA Technical Department, Hamble. Technical @rya.org.uk 4

BS EN ISO 12217-3 requires Level Floatation for a boat to be assigned Design Category C and BasicFloatation for Design Category D.

ISO/DIS 12217-3 requires only Basic Floatation for Design Category C or D.

Basic Flotation Test – This requires that by test or calculation it shall be demonstrated that whenswamped the boat will float in any attitude.

In conducting the tests it was shown that the boat did meet this requirement.

Level Flotation Test – This test requires that by test it shall be demonstrated that the boat will floatapproximately level with more than two-thirds of the length of the top of the gunwale or coamingsabove water.

In conducting the tests it was shown that the boat met Basic Floatation but not Level Floatation.

3. Conclusions

The results of the tests demonstrated that the highest design category the boat was able to achievedagainst either, BS EN ISO 12217-3 or ISO/DIS 12217-3, was Design Category D

Summary of Results Against BS EN ISO 12217-3

Test Test DesignCategory

FloatationTest

Final DesignCategory

Wind Stiffness Test

Category C(Only InReefed

Condition)

Basic - D D

Knockdown Recovery Test Fail Basic - D FailCapsize Recovery Test Fail Fail

Summary of Results Against ISO/DIS 12217-3

Test Test DesignCategory

FloatationTest

Final DesignCategory

Wind Stiffness Test D Basic - C DKnockdown Recovery Test Fail Basic - C FailCapsize Recovery Test Fail Fail

4. References

- BS EN ISO 12217-3:2002 Small craft – Stability and buoyancy assessment and categorization –Part 3: Boats of hull length less than 6m.

- ISO/DIS 12217-3 (09/02/1999) Small craft – Stability and buoyancy assessment andcategorization – Part 3: Boats of hull length less than 6m.

- BS EN ISO 11812:2002 Small craft – Watertight cockpits and quick-draining cockpits.

Signed

Ken KershawRYA Technical Department14 November 2005

ANNEX F

Photographs taken during RYA tests

Annex F - Figure 1

BEZ 2 in the water before testing

Annex F - Figure 2

BEZ 2 during knockdown recovery test

Annex F - Figure 3

BEZ 2 being capsized Annex F - Figure 4

BEZ 2 capsized and ‘turtled’(metal centre board retracted)

Annex F - Figures 5 and 6

Attempted righting

Annex F - Figure 7

Crewman climbing on board

Annex F - Figure 8

Crewman on board

Annex F - Figure 9

Crewman attempting to bale - boat steadied by remaining crew Annex F - Figure 10

BEZ 2 - cockpit fully swamped

ANNEX G

Recommended format for declarations of conformity

ANNEX H

Wind stiffness calculations

ANNEX I

Letter to MG Boats Dealerships